Heating system.



E. E. GOLD.

HEATING SYSTEM.

APPLICATION FILED saw. so, 1308.

Pateated July 20, 191

5 SHEETS-SHEET I.

FIG. 1.

WITNESSES:

5%! 2076A: 4i nef/ E. E. GOLD.

HEATING SYSTEM.

APPLICATION FILED SEPT. 30, 1908. 1.146,.85. Patented July. 20, 1915.

5 SHEETSSHEET 2.

FIG. 3.

il L (K LLL D c 7n 4ft 0 FIG. 2.

INVE NTOR WITNESSES:

E. E. GOLD.

HEATING SYSTEM.

APPLICATION FILED S EPT- 30. 190s.-

Patented Jul 20, 1915.

5 SHEETS-SHEET 3- FIG. 5.

INVENTOR WITNESSES -&1 Le /M0 E. E. GOLD.

HEATING SYSTEM. APPLICATION FILED SEPT. 30. 190B.

Patented July 20, 1915.

5' SHEETSSHEET 4- 6 a; INVENTOR' WiTNESSES: M M

E. E. GOLD.

HEATING SYSTEM.

APPLICATION man SEPT- 30. 1908.

PatentedJuly 20 5 SHEETS-SHEET 5. r

WITNESSES:

D STATES; PA

EDWARD E. GOLD, OF YORK, NQY ASSIGNOiB. T0 GOLD GAE HEATING & LIGHTING COMPANY, OF NEW YORK, N. Y., A CORPORATION OF NEW YORK.

HEATING SYSTEM.

To all whom it may concern Be it known that-I, EDwARo E (aroma, a citizen of the United States, residing in the borough of Manhattan, city, county, and

' matically and very sensitively controlled;

- is a sectional view illustrating a modification.

Preferably the apparatus involves only a slight modification of the apparatus now in general use on railway cars, so that existing systems may be very cheaply and qu ckly changedto secure the advantages of the new system. I I

.Other points of advantage are referrdto' in detailhereinafter. Q

The accompanying drawings illustrate embodiments of the invention. 7

Specification of Letters Patent. Patented J ly 20 1915 I Application filed September 30, 1908. Serial No. 455,470. I

runs lengthwise of the car and carries steam at any suitable pressure, generally reduced from that in the locomotive boiler to 4:0 to

60. pounds. The steam passes from the trainpipe to radiating systems at opposite sides of the car by way of branchesD. The radiating system is indicated by an upper pipe G to the-discharge pipe.

, E which first receives the steam, and a lower and thermostatic member L, and in other cases having also a hand-operated stem M by which the valve may be manually operated, a-small amount of lost motion being provided between the valve and the stems K and M. Ordinarily the trap includes also "a blow-elf ,valve N manually operated Figure l is a diagrammatic view showing the principal parts in vertical cross-section; Fig. 2 is a longitudinal section'through'the upper part of a car showing a part of the mechanism of Fig. 1; Fig. 3 is a'perspect ve view. of another system embodying the nvention; Fig. 4 is a horizontal section through the inlet pipe and connected parts of Fig. 8; Fig. 5 is a perspective. v ew of another apparatus embodying the invention; Fig. 6 is a cross-section of the thermostat of Fig. 5; Fig. 7 is a perspective view of another embodiment of the invention; Fig. 8

of a part of Fig. 7 Fig. 9 is a perspective view of another embodiment;'Figs. 10 and 11 are respectively an elevation partly in vertical section, and a plan partly in horizontal section of another apparatus embodying the invention; Figs. 12 and 13 are perspective views of systems showing adaptations of theinvention to a so-called indi- .rect heating system; Fig. 14 is a vertical through a stem 0. The trap valve J I dis- .charges steam through a pipe P at the lower I end of which the thermostatic member L is carried. The memberLis exposed to the atthe train-pipe. Or in some cases thebranch between the train-pipe and the radiating pipes is provided with a pressure reducing valve Q which can be set to maintain any desired pressure up to the limit provided by the steamin the'train-pipe. I The blowoif valve N is opened to provide for the escape of air in the pipes when they are being filled with new steam, and for other purposes where it is desired to blow through the pipe, as in cleaning it out, etc. The steam escaping fromthe blow-oil valve passes down through the pipe R which surrounds the thermostat pipe 1. This permits of the Warmin of the parts to prevent and get rid Y of ice orming in the thermostat pipe orupon the thermostat itself, by opening the blow-oil valve for a short time. I

It is desirable in some cases where onlyia {a I intents apparatus in which an operation under pressure may be secured whenever the weather The apparatus of Fig. l is I necessitates it. such an interchangeable system, and is capable of being so operated as towork at approximately atmospheric pressure, admitting ust steam enough to keep the radiating pipes filled entirely or to any desired extent; the quantity of steam admitted being under control of a thermostat subject to the influence ofthe steam or water of condensa- I tion after it escapes from the apparatus, and of the external atmosphere, and preferably also being under control of another thermostat influenced by the temperature ofthe air in the car; or it may be operated according to the ordinary pressure system,

- communicating with a body of a fluid prefutilizing either the pressure of the trainpipe or a-suitably reduced pressure; and the change from one mode ofoperation to another can be effected with the greatest ease.

The automatic admission valve is indi cated. as a whole by the letter S, and may b'efof various styles' In Fig. 1 a pair of expansible vessels T and U are provided, each er'ably a liquid such as ether or. alcohol which vaporizes eat a comparatively low temperature. By using one fluid or another the apparatus canbe made to operate with the radiating pipes only partially or entirely filled with steam, as is desired. The common elastic lower wall of the vessels T and U actuates the stem V so as to close a valve W which is normally held up from its seat by a spring X. The steam on the eduction side of the valve also has admission to the under sides of the diaphragm to hold the, valve open until the pressure of the vaporized thermostatic liquid becomes sufficient to close the valve; but in this respect the details. may be varied without departing from the principle of the invention. A strainer Y on the inlet 'side of the valve tends to prevent its becoming clogged with dirt. through the end of the casing opposite the expansible vessels, and permits of forcing the valve up from its seat and positively holding it open. This is an advantage in the operation of atmospheric pressure systems in the initial heating of the car. Where the admission valve is entirely automatic it closes so soon after the admission of steam that the first heating of a cold car is very slow. By the use of a valve which can be held open by hand, the steam may be run through the pipes for a long enough time to warm the car, after which thenormal automatic operation may be resumed.

A manually operated stem Z projects Means maybe provided accessible from w1th1n the car for effecting this positive opening of the admission valve. In fact 7 the entire valve and connected mechanism may be within the car, as in the mechanism in Fig. 4, for greater convenience in ct footing this operation.

The arranging of the automatic supply. valve between the train-pipe and the piping within the car, as shown especially in Fig.

1, is an important feature of this invention,

and is rendered possible especially because of its automatic nature. The train-man will seldom have occasion to do more than open the usual stop-valve within the car, after which the quantity of steam adjusts itself automatically to the demand occasioned by the rapidity of condensation in the radiating pipes. By arranging this automatic supply valve outside of the car, or at least at a point between the train-pipe and the piping within the car, several ad vantages are obtained. The piping within the car. does not ordinarily have to stand the high and variable pressures of the trainp pe, and there is ordinarily no pipe in the car having the extreme heat of thetrainpipe so as to burn passengers or their clothes coming into Contact with it. There is a third advantage in the matter of convenience, it being a question of some diiiiculty to find a good location within the car for the-automatic supply valve, this being somewhat larger than ordinary hand valves.

The expansible vessel U may be influenced,

.from any desired point in the piping through which the steam passes. Preferably as shown in Fig. 1 it is controlled by the steam or hot water at the lower end of the discharge pipe after it leaves the radiating system, and by the atmospheric temperature.

In order to make the system readily convertible from high pressure to atmospheric pressure, and vice versa, a chamber a is provided upon the outside of the blow-off pipe R at apoint below thefloor oi the car, this I chamber being in communication with the expansible vessel U'by means of a pipe 5. The exposure of the thermostat to the air outside of the car insures its} acting more quickly when the steam is not admitted fast enough, thus giving a more sensitive and a better regulation. In order that the outside temperature shall not too greatly N the system will operate under atmospheric pressure, and by closing thisvalve the thermostat will always be so cool that the admission valve will be held open by its spring and'the ordinary pressure operation will ensue. -Upon opening the blow-0E valve N the greater part of the steam will escape through this valve and will expand the vesselU to limit the admission of steam. The steam and hot water passing down the blow-off valve will'heat the regular thermostatic member L sufficiently to maintain the trap 'valve J closed. Or if the weather should be so cold as to open this valve it will carry out only a small qnantity'of steam compared with that which will pass out through the freer opening of the blow-off valve. And if this escape of steam through the trap valve be objectionable, it may be manually closed by turning the stem M.

Provision may be made for closing the valve J by the same operation which opens the blow-off valve and for releasing the valve J to permit its automatic operation by the same manipulation which closes the blow-off valve. For this purpose a pinion 6 may be provided engaging pinions f and 9 upon the valve stems O and M respectively. When the stem 0 is turned therefore to lift the blow-off valve clear of its seat, the stem M may be turned in the same direction to lift the valve J against .its seat.

Under either high pressure or atmospheric pressure operation, if the car should be closed for a long time and become too hot, the admission valve will be automatically closed by means of the expansion of the fluid in the vessel T. For this purpose the chamber of the vessel T communicates by a pipe 71. running along the floor and up the side wall of the car with a pipe 7' arranged in the upper part of the car as shown best in Fig. 2. This pipe is preferablyfoorrugated to expose a large radiating surface to the air in the car, and is slightly inclined downward and carries a quantity of the thermostatic fluid, the lower partof which is in the vessel T. The upperend of the pipe is provided with a chamber is which provides the'necessary airspace for elastic expansion. The roof of the car is indicated at Z, and the upper windows at m. The separate thermostaticoperation through the .pipe jmay be omitted, and the efiect of the temperature within the car secured by arranging the thermostatic chamber (1 around the piping within the car slightly in advance of the discharge pipe as, for example, in Figs. 5 and 6. In this case the thermostatically controlled admission valve also is preferably arranged within the car. Whether both these parts, the admission valve and the thermostatic mechanism for controlling it, be placed both within or both without the car, there is a great advantage in placing them both upon the same side of the floor or similar partition of a chamber, in the ease with which existing systems may be modified to secure the advantages of the invention. For example inorder to. convert the ordinary pressure system into an interchangeable system, it is only necessarvto detach the lower part of the blowoff pipe R and introduce a section having a chamber a, and to break the branch .D which admitssteam fromthe train-pipe and insert therein the automatic admission valve S with proper connections to the chamber a. Or nstead of a newsection of piping contaming a chamber a, a jacket or coil might be applied to the original pipe. The automatic admission valve and thermostatic mechanism for governing it, may therefore constitute a complete combination adapted to be applied to existing systems.

The invention is applicable to various methods of heating, and it will be understood that the terms radiating system and radiator refer to a variety of apparatus. For example an indirect system may be used, the steam pipes from the train-pipe passing into coils of Water to heat the same,

' blow-off pipeR. The blow-ofi' valve has a stemf), but the trap valve is not provided with anystem for manual operation. It is only necessary to turn the stem 0 in one direction or in the other to convert the system into an atmospheric pressure or a trainpipe pressure system respectively. A stop valve n is preferably provided in the inlet branch D between the train-pipe and the radiating pipes. The automatic admission valve is shown in detail in Fig. 4. It differs from that in Fig. 1 in thatit contains only the expansible vessel U controlled by the temperature of the heating medium, this vessel being in an outer casing "0 with a re- ;movable'end p to permit withdrawal and insertion ofjthe diaphragm; and in the prothere is illustrated a T-trap H with a blowoif valve N at the bottom; and a gravity trap to existing systems, and is entirely ,on the inside of the car. For this reason a; less volatile thermostatic liquid should be used than in the apparatus of Fig. 1. In this construction the admission valve is arranged close to and nearly above the chamber-carrying the thermostatic liquid, so that the" connecting pipe (5 shall be inclined upward as much as possible, and so as to cause all or nearly all of the thermostatic liquid when it condenses to run down into the heating chamber a. The same arrangement is desirable in all constructions so as to insure the thermostatic liquids being subjected to the desired temperature. The construction of the double section of pipe t is substantially the same as that which has been used forstorage heaters. and may be modified in any desired way to ada t it to the present apparatus.

In tile construction shown in Fig. 7 the admission valve is controlled from a coil a passing around a pipe 1) which is screwed into the lower end of the blow-off valve N, the valve S being'in'side the car and the other details being as in Fig. 5. The change from atmospheric pressure operation to higher pressure operation is eifected by opening and shutting the blow-ofi' valve N.

The invention in its broadest aspect is applicable not only to an interchangeable system, that is one operated either at atmos pheric pressure or at higher pressure, but is .applicable largely also to simple atmospheric pressure systems. Such an application of the invention is shown in Fig. 9, in which the automatic admission valve S is controlled by -a chamber, a coil a in the present case, around a discharge pipe w. There is no trap or other means for holding back the steam under pressure. Consequently the steam would always be atapproximately atmospheric pressure, and the quantity of steam admitted will be controlled automatically by the location of the chamber carrying the thermostatic fluid, by the nature of the fluid, and by its degree of exposure to the outside temperature; or manually by'the valvestem Z.

"'Fig. 8 represents a slmple modification of Fig. 7, in which the blow-off valve N in- .steadof being in an extension beyond the branches leading to the traps H -and 1", is located in the same fitting m from which thesebranches lead to the traps. An o'oen pipe 11 carries the coil 0', containing the thermostatic fluid, and which is in communication with the admission valve through the pipe I"). A modification is shown here in the corrugating of the pipe v to provide a larger degree of contact-with the coil a carrying the thermostatic liquid.

The expansible member is not necessarily arranged within the casing of the admission valve. This expansible member may be arranged closeto the point whose temperature controls the valve, and the movement may be transmitted to the valve mechanically. Such a construction is illustrated in Figs. 10 and 11. The admission valve S in. this case has its stem V extended through a protecting pipe to the expansible member'U which is mounted directly upon the chamber 2 of half round cross-section and adapted to be bolted upon theblow-off pipe R by means of flanges at the sides.

Fig. 12 illustrates the application of the invention to an indirect heating system such I as is commonly used for heating sleeping cars. Thesteam from the train-pipe C.

passes through the branch D to a double coil 2 the outer pipe ofwhich is in communication with the water admission and discharge pipes 3 and 4c, the water circulating from the pipe 4: by way of pipe 5 and radiator 6 and returning to the inlet pipe 3. The steam passes into the inner pipe of the coil through the small pipe 7 and out through the pipe 8 and thence to the discharge pipe 8 identical with that illustrated in Fig. 5 and carrying the same traps and blow-off valve N. In order to apply the system here,,I have shown an automatic admission valve S inserted into the steam aduse them with indirect systems, lies in the difliculty of bringingthe water in the radiating' pipes and connected parts up to a suf- ,.ficient temperature in a reasonably short time. This difiiculty, which is a'very serious one in practice, is overcome by applying the interchangeable principle to the indirect syst'em so that the steam may be operated under pressure until the water is brought to a working temperature. and the heat and circulation may thereafter be maintained in moderate weather by working with steam at atmospheric pressure. I

Instead of changing from an atmospheric pressure to a high pressure system bypressure trap or in the piping in advance ofthe trap. For example in Fig. 1, if we suppose the location of the chamber a and the nature of the thermostatic fluid within it to be such that the passage of steam through.

the discharge pipe P of the trap will expand the thermostatic fluid suiiiciently to operate the admission valve S, then it will be observed that the mere manipulation of the stem Z of the admission valve will efiect the desired change from one system to an other. If the admission valve be v forced open and held so, the hot steam will first pass out through the trap and will in a short time actuate the valve thereof toclose the system and allow a pressure to occur, opening only at intervals to purge the water of condensation, as usual. If now the admission valve stem Z be withdrawn to permit automatic operation of the valve, then upon the first opening of the trap valve the steam passing through the trap will close the admission valve, and not enough steam will pass through the trap thereof to re-close the trap valve. The discharge end of the system will be open to the atmosphere. and the regular atmospheric operation will be continued. No blow-01f valve and no hand manipulation of the trap valve are necessary in this case.

The system shown in Fig. 5 is especially adapted for this mode of operation. The blow-oii' valve N will ordinarily be closed or may be omitted- Then when the admission valve stem Z is manipulated to hold the valve S open, the system will operate like the ordinary pressure system. When the stem Z is screwed outward to free the admission valve, the latter will be controlled by the temperature of the steam in the branch G leading to the discharge, thesupply of steam becoming a function of the temperature within the car, and of the rate of condensation and cooling within the radiating system. The trap 1' opens by the fall of pressure in the system. The pressure regulating valve Q- of Fig. 1 may be interpolated in the admission pipe of this system,

either in addition to or as a substitute for the stop valve n; and in fact this pressure regulator may be used equally .with any of the systems here described.

The same principle of control and of changingfrom a high pressure to a low pressure system, may be applied to indirect heat ing, for example in the manner. shown in Fig. 13. In this case the vessel 41 carrying the thermostatic fluid is applied to the branch 8 of the steam piping which-deedsv to the discharge pipe, and the admission valve S is placed in the admission pipe 7 adjacent to and above the pipe 8; both being Within the car and at points where they can be easily introduced upon systems already in use. The blow-oil valve N beingnormally closed, the mere screwing in or out of the admission valve stem Z determines whether the system shall operate under atmospheric pressure or under higher pressure.

The fluid pressure operated valve which is preferably used to control the admission, may be of any known or suitable type.

Instead of arranging the blow-ofl" pipe and the trap in proximity to each other as in Fig. 1, they may be separated so that the blow-0H pipe carrying the thermostatic fluid shall be beyond the objectionable influence of the steam passing through the trap when the system is working under pressure. Seefor example Fig. 7..

The application of the atmospheric pres sure principle in the same system in which there is a blow-off valve is of great advantage. Where such systems have been tried the pipes have been always open and the steam therein always under atmospheric pressure or substantially so, and there could valve the steam will rush through the pipes and blow out all water or dirt in the pipes.

The application of the invention to heating apparatus already in use, is facilitated by carrying the thermostatic fluid in a vessel preferably having rigid walls, Which can be applied .easily to the pointat which the heating medium is to be utillzed, and in which a pressure is generated which is transferred to an expansible vessel or yielding member at the admission valve a greater or less distance away from the point at which the heating medium is applied. See Figs.

7 1, 3,- and others. A very simple application of this system is illustrated in Fig. 14 in which the vessel carrying the thermostatic 'fiuid consists simply of a pipe a introduced into the discharge pipe o of the system. This pipe is nearly filled with alcohol or other thermostatic liquid, is fastened by screwing into a ring 20 cast or otherwise fastened in the pipe 21, and has its upper end guided by a similar nonthreaded ring 21. In order to have the advantage of a partial exposure to the atmosphere, the pipe may be made of a length to extend downward out of the lower open end of the discharge pipe 4). Or the degree of exposure to the atmosphere may be made adjustable by applying a cover or shieldsuch'as the sheet-metal pipe 22 which is supported by a flange from the lower end of the discharge pipe 4) and which may be slid up on the discharge pipe and set at any desired elevation by a set-screw 23. In-

stead of being a simple pipe the vessel a Y may be made of any suitable shape which is ciple may be applied in introducing the thermostat at a point above the end of the sys tem. For example, instead of using the double pipe t of Fig. 5, a pipe 0, Fig. 15, provided with spacing lugs 24 may be placed in the horizontal pipe G which leads to the discharge and may contain the thermostatic fluid, the connecting pipe I; passing through the pipe G.

lhe operation of the gravity trap 7- shown in Fig. 5 and others will be more fully 'understood from Fig. 16 which shows a transverse section. The valve 25 closes forwardly against its seat 26 and is held closed as long as there is any substantial pressure of steam within the pipes. The stem 27 of the valve, however, is provided atits outer end with a weight 28 which tends to tilt the valve and which succeeds in tilting it as soon as the pressure within the pipes falls to approximately that of the atmosphere; which tilting opens the valve sufficiently to let out steam and water of condensation, and, in case of any vacuum, to let in air. It will be understood, therefore, referring to Fig. 5, that as soon as the admission valve is automatically closed and the. pressure in the system-falls by reason of condensation of the steam, the valve 7' will provide an opening so as to insure the maintenance of communication with the atmosphere and the escape reaches the end of the pipe.

of condensation water and any steam which The pipe 29 (Fig. 16) is a branch'in communication with the discharge pipe 8 of the system.

No claim is made in the presentap lication to the use .of the gravity valve 0 Fig. 16 or to the indirect, heating system dc scribedflexcept in so far as these features are included in. thegeneric claims hereinaftar -said features bein claimed inmy applications 19(1)9, and No. 544,028, filed February 15, 19 O. Y

What I claim is -1. A steam heating system including a su ply valve and means for operating said va ve, and thereby controlling the supply of steam, by the temperature at a determined point in the system, and means for positively limit the admission of steam when the blow- No. 523,99 filed October 22,

releases holding said valve open and rendering said controlling mechanism inoperative.

2. A steam heating system including an automatic discharge trap, a blow-ofi' valve, radiating pipes at the end of which said trap and blow-oil valve are located, thermostatic means controlled by the temperature of the heating medium passing through said blow-ofi valve and controlling the rate of admission of steam to the radiating pipes, and connecting means between said blow-ofi' valve and said discharge trap for positively closing the trap when-the blow-oft valve is opened and releasing the trap to permit its automatic operation when theblow-ofi' valve is shut.

3. A steam heating system including an admission valve, means for thermostatically controlling said valve to maintain a desired quantity of steam in the radiating system, and means for holding said valve open and rendering said controlling means ineffective so as to permit the uncontrolled passage of steam into the radiating system.

4:. A steam heating system including an admission valve, means for automatically controlling said valve to maintain adesired quantity of steam in the radiating system, and means for rendering said controlling means ineffective and permitting the uncontrolled passage of steam into the radiating system, in combination with a trap at the end of the radiatin purge the system at intervals and to automatically close when steam in substantial quantity escapes through it.

5. A steam heating system including an automatic discharge trap, a manually operated blow-oil, an automatic admission valve controlled by the temperature adjacent to the discharge end of the system so as to ofi'is open, and means for positively holding said admission valve open to prevent the automatic operation of said admission valve.

6. A steam heating system includmg an admission valve, means for automatically controlling the same, means. for. positively holding said valve open, and-an automatic pressure regulator near the admission end.

7 A steam heating systemv including an automatic discharge trap, a blow-oil", an

automatic admission valve controlled by the steamassmg through said blow-01f, and means or holding said admission valve open to prevent its automatic. operat1on.

In WltIlGSS whereof,v I have hereunto scribing witnesses. y

y EDWARD E. GOLD. Witnesses:

DOMINGO A. UsINA, THEODORE T. SNELL.

system adapted to .12. signed my name 1n the presence of two sub- 

